First IFR Flight: HEF to MRB and back again

Synopsis

The training plan was to use the full ILS approach into MRB for ILS 26. This approach involves passing over the MRB VORTAC. From the north, a flight can follow R-126 off HGR to intercept the localizer. The MRB transition involves a fly-over of MRB, followed by an outbound heading on R-053 to intercept the localizer. At that point, a mandatory hold to get from 4000 down to 3400 for the glide slope interception. This requires a parallel entry into the hold. I chose a tear drop, applying a 110 degree magnetic heading away from the intersection point to loop back into the hold. Since that takes about a minute and half to do that, loosing the 600 ft is trivial. Still, a hold is a hold, not procedure turn. I completed one full hold to insure proper glide slope interception.

Given a clearance for the approach I was informed to contact tower at HEVEN. This requires configuring the second VOR MRB R-353. To intercept the glide slope, the second VOR was set to MRB R-053. Sometime during the hold, this needed to be adjusted.

We did not land, instead using the missing approached as a training tool. Once missed, the tower immediately asks for intentions. Always have the backup plan ready. Since MRB is still in the second VOR (and probably the standby of the primary), no additional frequencies changes were needed. I informed tower I wish to complete the missed approach and then activate the flight plan to return the Manassas.

Once on course for Manassas, I began to get overwhelmed: too much information. I began missing altitude and frequency changes. The concept is easy. I was to get vectored back to Manassas. Without vectors, I would need to intercept V4-92 West of MANNE on the ARML VOR, proceed on the airway till MANNE (11 DME) and then proceed for 1.2 miles and then turn left to heading 163 to pick up the localizer for 16L at Manassas. However, this will never happen I always get vectored into DORGE intersection.

Things I learned:

Always write down the frequency changes and altitude changes. Keep a list to know what the last frequency if needed.

Listen carefully.

If you do not have ATIS when requested (such as the activation of the flight plan back Manassas after the the Missed Approach), then say 'Will Call Back when I have information from ATIS'.

On call back for a clearance delivery, listen for key words like Transition. I never got the MRB transition requested on the HEF to MRB flight plan. I was told to 'expect vectors to Martinsburg after Casanova'.

Listen for the word 'heading' vs. 'radial'. They are not the same.

Phraseology.

Filing Plan: "Requesting 4000, ASRLN2.MRB TRansition

Reverse Plan: "Requesting 5000, Direct to CSN, Direct to HEF"

The Clearance: "Expect Radar Vectors to MRB after CSN, Expect 4000' ten minutes. Frequency 124.65, Squak 4640".

Zero/Zero Takeoff

When I line up on the runway, I check the Time, Lights, Transponder, Gyro (lined up with runway). What I have never done before is put the foggles on. Wow. Taking off with view limiting device is freaky. Its like the flying the airplane on the ground (a familiar concept to tail draggers). I focus on the directional gyro and the airspeed. That's it. Hope the runway is perfectly lined with the gyro and GO!

It is good exercise, but not something I wish to put into practice. I would not want to take-off from an airport I could not find quickly or land on an approach in case of system malfunction.

Preparing for the next instruments lesson

Things I will remember to do:

(1) Preflight: Review checklist with instructor and provide the instructor with a briefing include clear exchange of controls and I inform him that he is ATC today. Instructors like students that remain PIC, and I am the PIC.




(2) Talking to ground: remember to say "VFR to Flucky" and "Information X".




(3) When talking to simulated ground (aka instructor), read back verbatim the clearances. Be familiar with the transitions BEFORE meeting with the instructor to avoid getting stuck on transition names like NISAE then direct to Culpeper.



(4) During taxi, verify all instruments.





1. Airspeed 0


2. Attitude level


3. Altimeter at station


4. Rate of Turn indicator green and level


5. Gyro directional indicator lined up with taxi way and compass


6. VSI level 0








(5) On vacuum failure, need to use the compass. The compass stabilizes on east/west headings. Once passed, use the counting method. Use the turn coordinator for standard rate turns. Simply count seconds for every three degrees. 15 degree turn is five seconds. If the angle of bank can be determined, take the airspeed and drop a digit (divide by 10), add 5 to get the angle of bank (for 90 kts, 9+5 is 14 degree bank for standard rate turn.



(6) Always keep resetting the time mentally. Consider times when reaching a hold, leaving a hold, leaving a fix, etc.


Holds have been an interesting problem for me to solve. They're really simple. However, it takes some time to get one's head around it. When a approaching a hold, notice the inbound leg with respect to the current heading on the gyro. If the in bound leg's radial is on the top half of the directional gryo, then its a direct entry. If on the bottom LEFT, its a parallel approach. It on the bottom RIGHT, then use the tear drop, maintaining 30 degrees from the radial and bottom most tick on the gyro. The above assumes standard hold on the LEFT 'outbound'. ALWAYS no the side on which to hold!

On the last flight, I got a bit flustered when first contacting tower once cleared for the frequency change from Potomac Approach. Here is what I should have said (hiding from reader what I did say): "Manassas Tower, N2229E on the ILS over DORGE for One Six Left". Tower's response, "Expect a clearnace to land at 3 miles". At one mile, no clearance, my inquiry: "Manassas Tower, N2229E over middle marker for 16 L"...as in, heads up!